Method of and apparatus for building improved roads



May 5, 1930- R. A. THOMPSON 1,757,691

METHOD OF AND APPARATUS FOR BUILDING IMPROVED ROADS Filed May 15, 1928 6 Sheets-Sheet l 6 Sheets-Sheet 2 R. A. THoMPsoN Filed May 15. 192s METHOD OF AND APPARATUS FOR BUILDING IMPROVED ROADS May 6, 1930.

lnvcntor la. Tompdzm/ May 6, 1930- R A. THOMPSON 1,757,691

METHOD OF AND PPARATUS FOR BUILDING IMPROVED ROADS Filed May 15, 1928 6 Sheets-Sheet I5 A. T/wmjmron/ Gtorneg May 6, 1930.

R. A. THOMPSON 1,757,691

`METHOD OF AND APPARATUS FOR BUILDING IMPROVED ROADS Filed May l5, 1928 6 Sheets-Sheet il I 11| Suventor May 6, 1930. .RL A. JTHOMPSON 1,757,691

y MJTYHOD OF AND APPARATUS FOR BUILDING IMPROVED ROADS 129. 12. U] 1,/ z ,5 q/

y T/zonfson/ Patented May 6, 1930 PATENT OFFICE .ROBERT A. TYHOMPSON, F NEW ORLEANS, LOUISIANA METHOD 0F AND APPARATUS FOR BUILDING IMPROVE!) MADB Appucation mea may 15,1928. serial No. 277,954.

Thisinvention relates to road and street constructions and has for its object to provide a method of, as well as an apparatus f or, building improved roads and the like which will be more eflicient and provide a less costly construction than methods and apparatuses heretofore proposed.

With these and other objects in view the invention consists in the novel steps and combinations of steps constituting the method as well as in the novel details of construction and combinations of parts constituting the apparatus, all as will be more fully hereinafter disclosed and particularly pointed out in the claims.

eferring to the accompanying drawings forming a part of this specification in which -like numerals designate like parts in all the views;

Fig. 1 is a side elevational view of an apparatus such as will carry out the method of this invention; Fig. 2 is a detail of construction illustrating the means for variabl adjusting the position of the smoothing ro lers assoclated with this apparatus;

Fig. 3 is a top plan view, with some of the parts broken away and other parts shown by phantom lines, illustrating the apparatus shown in Fig. 1';

Fig. 4 is a vertical sectional view of the principal parts of the apparatus hereinbefore mentioned as viewed from a position between a smoothing roller and the rest of the ap;- paratus;

ig. 5 is a vertical sectional view taken through one of the smoothing rollers;

Fig. 5a is a detail showing a modification in construction of a smoothing roller;

Fig. 6 is a partial longitudinal sectional view of the apparatus taken as on the line 6 6 of Fig. 3 and looking in the direction of the arrows;

Fig. 7 is a Vertical sectional detail taken through some of the compressing disks to better illustrate the mounting thereof;

Fig. 8 is a horizontal sectional view taken' through some of the compressing disks and taken as on the line 8 8 of Fig. 6, looking in the direction of the arrows;

rollers and the eiect had by eacl upon the roadway;

Fig. 11 is a transverse sectional view of a roadway as completed by methods and apparatuses heretofore known; l

Fig. 12 is a transverse sectional view similar to Fig. 11 but illustrating the im roved 65 roadway resulting from the use of t is invention;

Fig. 13 is an enlarged sectional view of a. roadway made in accordance with heretofore known methods;

Fig. 14 is an enlar ed detail sectional view of the action of the rst group of compressin isks upon a roadway formation; and

ig. 15 is a view of the parts shown in Fig. 14 a ter the second group of compressing 15 disks and the following smoothing roller have passed tliereover.

In order that this invention may be the better understood it is said that as a result of heretofore known methods employed in so road construction, the layers of road material have not maintained the corelationship intended when subjected to traliic conditions.

By this is meant that heretofore known methods have contemplated the superposition of one layer of road material upon another without providing positive interlocking of said layers. The obvious result has been that an upper layer creeps over an .under layer. Other results have been a thinning of the road surface, in parts, under continued traic with a further result that the roads soon have to be patched in spots, if not more completely built up.

By this invention the above mentioned illefects are avoided through the creation of a more positive and integral bond between the respective layers of the road, as a result of which a road made in accordance with this invention is more permanent and subjected less to repairs than heretofore known roads. This result is attained through the empioyv ment of the apparatus now to be des "bed Referring to Figs. 1 and 8 there is Y, rovidcd a rigid framework comprising side channel bars l. joined at frequent intervals by struc tural subsidiary' framing members 2 and upon which is suitably mounted an engine 3 of any desired type but preferably one involving power produced from 'internal combustion. 4 is a steering device connected by the means 5 in a well known manner to lugs provided therefor on a front truck 6 of structural iron framework. Said truck may be secured in position for. movement of the vehicle in a straight line by the provision of a vlatch member 7, pivotally carried by the channels l and adapted to seat in a suitable notch in the framework of said truck', said latch adapted to be actuated by a connecting rod 8 operated by a hand lever 9 provided with a detent disposed adjacent the drivers seat 10.

Power from the engine, 3 is conducted through the usual shaft connection, not shown, leading to a differential mounting in ie box 15 therefor, and through said di flierential to two power shafts 16 and 17 each leading laterally therefrom. Near the outer extremity of the shaft 16 is a sprocket 17 connected as by a drive chain 18 (passing over a take-up roller 19) to a sprocket i2() disposed on a shaft 21 the ends of which are mounted in the side channels 1 of the vehicle frame. Near the outer end of the other drive shaft 17 is a sprocket 22 connected as by the chain 23 (passing over a take-up roller Q4) to a sprocket 25 mounted on the other end of the shaft 21. The differential shafts 16 and 17 are supported by suitable brackets Q6 to the frame of the vehicle.

Alsomounted on the shaft 16 is a second sprocket 30 connected as by the chain 31 to a sprocket 32 mounted on one end of the rear axle 33 of the vehicle. said axles being suitably supported in brackets on the rear truck 34, said rear truck being incapable of turning movement relative to the frame of the vehicle. Likewise mounted on the other differential shaft 17 is a second sprocket 35 connected as by the chain 36 to a sprocket 37 mounted on the other end of said rear axle 33, so that power from the engine will be positively transmitted to the rear axle.

This invention also features the transmission of power from said engine to the front truck of the vehicle in a manner presently to be described.

As before stated. the front truck 6 comprises a frame-work. and to the top of this frame-work there is rigidly secured. see Fig. 6, one member 4() of a hardened steel turntable. the other member l1 of which is rigidly carried by cross framing of the body of the vehicle. Through the center of these two turn-table members` i2 co.' tituting th]q disposed a short shaft Y iug-pin for the front truck. i, t the top f'his shaft is rigidly secured a be\ t iled pini 't3 adapted to enmesh with a pinion 44 keyed to the transverse shaft 2l carried by the body of the vehicle and on which are mounted the sprockets driven from the differential shafts l6 and t7. At the lower end ofthe king-pin shaft 4Q is securely mounted another bevelled pinion 45 adapted to enmesh with a pinion 46 keyed to a transverse power shaft 47the ends of which are journalled in the side frame members of the truck 6'. an additional supporting bracket 48 being provided adjacent the pinion 46. A similar intermediate bracket 49 is provided for the upper transverse shaft 21. Near each outer end of the truck power shaft 47 is mounted a sprocket 53 connected as by a chain 54 with a sprocket .35 mounted on the axle 56 of the truck 6. Thus power is positively transmitted from the engine to the front truck regardless of the particular angle that said truck makes with reference to the body of the vehicle. all as will be readily understood from the drawings.

The front axle 56 has keyed thereto throughout its length a plurality of metallic disks 60 serving as wheels for the truck, each disk provided with a solid rim portion 61 of substantially uniform thickness. This rim portion is merged into a thickened hub portion 62 all as clearly indicated in detail in Figs. 7 and 8. The relationship, however, of the hub portion with the rim portion of each disk is such that one side of each disk is perfectly plane, the additional thickness of the hub portion serving as a means for spacing the rim portion of one disk from the rim portion of the next adjacent disk. Thus there is provided. as particularly shown in Fig. 4, a construction comprising a plurality of disks of the same diameter and same thickness so integrally mounted on a common shaft that there is provided a space between the adjacent disks. As a result of this construction it will be evident that as this vehicle is moved over the road material, the weight of said vehicle will force the gang disks into said material.

The material which enters the spaces 63 as a result of this action is readily removable therefrom by the provision of a plurality of cleaners comprising fingers 64 mounted on diametrically opposite sides of the gang 0f disks as shown in Fig. 8. said fingers being secured in operative position by clamps 65 to Supporting rods 66 carried by a suitable frame 67 extending rigidly from the truck 6 as clearly shown in Fig. 6.

The fingers 64 are of a length to clean the road material adhering to the disks from the rim portions thereof. In other words, the fingers extend inwardly between the disks to a point Where the rim portion 6l begins the end of t right as indicated to merge into the-thickened hub portion 62, and in order that theV road material'may not become clog ed or unnecessarily packed at fingers, ea'ch disk 60 is provided-with a plralitylof transverse aper.- tures 68 disposed between the rim and hub portions. Y

The rear truck 34 likewise has mountednon its axle 33 a plurality of disks 70, serving as wheels, which are exactly similar to the disks 60 of the front truck but the disks 60 and 70 are mounted in sta gered relation. This is best illustrated in Fgig. 1() wherein `it will be observed that the disks 60 aremoving to the' by the arrows in said lgureproduc-ing in the road materiala plurality of grooves 71 between which will be an upstanding ridge 72 of said material. In this gure it is to be understood that the front truck is locked 'by the latches 7 above described to the body of the vehicle so that the disks are in parallel relation with the disks of the rear truck. The disks 70, being staggered with relation to the disks 60, will work on the ridges 725` compressing the material thereof downwardl between the' grooves 71 created by the forward disks 60.

etween the rear gang disks 70 are provided the cleaning lingers 64 above described carried by a supporting rod '66 and al bracket 67 secured to the rear truck; substantially the same as the same parts above described, andv the rear disks 70 are formed with 'rim and hub portions and apertures 68 exactly as were' the disks 60.

Within the forward truck 6 is disposed either a single tank or a plurality of tanks such as indicated at 75 disposed on either side of the pinion 46 and alongside the shaft 47 carrying the same. vThese tanks are secured to the truck in any suitable manner as by the straps 76 secured to the platform or cross, framing member 77. These tanks [fare particularly illustrated in Figs. 1, 3, 4f, 6 and 9 from which it will be observed thatleach tank is provided in its bottom portion with' a common pipe 78 provided with outlets including' a plurality of nipples 79 which extend downwardly through the bottom wall of each tank as well as throu h' apertures provided therefor in the platfbrm .77. These nipples are spaced from each other in accordance with the spacing of the disks 60 so that lubricant from said tank 75 may drip onto one of the side faces of each disk. The tankis filled with lubricant through a suitable filler opening 80 in the top thereof` and ispermitted to enter the pipe 7 8 in anyr convenient manner.- In Fig.A 9 is shown a va'lved arrangement' for controlling the escape of the lubricant from the tank and which comprises a plug 81 fitting said pipe and secured at the end of a valve stem 82 which is screw threaded through the wall of said tankto movesaid plug so as to cover or uncover the entrance sity of having more than 83 to said pipe. Saidgentrance may be conveniently locatedintheftop of the pipe 78 or it may be disposed at a lower level as desired.

'By providing anv entrance at both ends of said pipe`any uneven: locomotion of the apwill not necessarily interrupt thdlscharg'eof the lubrjcanttothe disks; That is to sa'y a more even distribution of the lubricant Sis obtained by such a device than would be the paratus over the roadway undeg'construction case were theinipplesdirectly' connected v`the interior of' the tanks. Further', one out'- let from the 'tankis toi be preferred overga.' plurality of outlets therefrom as'itis often desired to prevent lubricant passing tojtlie disks and by this construction no more than two.cutfoffsarerequired. still further advantage, lies in the fact that the lubricantv vto the other side. It is to be understood that the lubricantwithin the tanks 7 5` is for the purpose of preventing .to a minimum the ad' h'eso'n of sticky road material tothe disks-land;

will not be'used whenflsuchniaterial is not a part of the specifications: 'lf-here is provided a valve stem such as 82 for-each of the tanks to control the iow of oil-therefrom.

' In the rear truck .34 ofthis apparatusthere is provided a tank 84 for' lubricant such as contained in the. tank75 but there is no necesone tank in said rear truck because vthere is no interfering mechanism such as the intermediate drive shaft 47 with its attached pinion46 as above:

described.

rl `he tank 84 is likewise provided with a filler opening 80 and avalve 82 controllingv the flow of th,e fluid from the-tank through a plurality ofnipples 79 quite corresponding parts above described. A This apparatus' is provided with a smoothing roller disposed in advance-ofthe forward truck 6 said roller being preferably made of steel tubing of a diameter substantially less than the diameter of the compacting disks carried by the truck 6. Saidvroller open-ing the valves thus equal-" 1s. mounted'between the extremitiesof side framing bars 91 of channel or I-beam iron..

with cross braces 92 for additional strengths These vside bai's 9l extend obliquelyupwards from the roller 90 to the end ofthe chassis or side channel frame members 1 of the body of the vehicle,"vv and one of said bars is bent to provide a lever portion 92 extending towards the middle ofthe apparatus (see Fig. l). Atf` the bend of this bar there is provided a shaft 93 to which both of said ,bars are keyed as at 94, said shaft extending transversely no; slmil'ar tothe across the end of the chassis'of the apparatus. The free end of the lever portion 92 of the bar 91 passes into a box formed by a bracket 95 rigidly secured to the side of the chassis, (see Fig. 2) and through the top o-f said box, as well as through the upper flange of the channel member 1 of the chassis, Vis a screw 96 provided at its top with a hand wheel 97 and whose-lower end is vadapted to engage the top surface of the lever 92. It thus results that the forward smoothing roller 90 may be raised or lowered by swinging it together with its supporting frame about the pivot shaft 93 by action of the screw 96. This is very desirable in finishing the surface of the prepared road.

' There is also provided a smoothing roller following the rear truck 34 which is mounted on a frame comprising side channels or I-beams both of which extend obliquely upwards to a pivot shaft, but only one of which is bent and extended along thechassis, said roller and associated parts being exactly sim- .il r'to the same parts above described and therefore identified` by the same numerals in thedrawings. It is to bev observed from Fig. 3 however that the lever portion 92 of the rearroller is extended along the side framingchannel 1 on theopposite side of the .ap-

paratus-fromthe similar member above described, but that it has its free end disposed within a box through the top vof -which operate's a screw controlled by a hand wheel ex-- actly the same as the parts 95, 96 and 97 hereinbefore mentioned. Thus each smoothing roller is capable ofvertical adjustment independently of the other.

' Each of the frames, supporting the smoothing rollers, is provided with a platform 100 disposed in a substantially horizontal plane andfto which is fastened a tank 101 for fuel oil .as by the straps 102. The end of each tank is connected as by apipe 103, provided with-avalve 104, tothe rear end of its asso-"- `ciated roller 90,'the vend -of said pipe enter- -in'gv the internal portionof eachroller and provided with. a nozzle '105. constituting a burner.'V

a valved pipe 103. leads into each end of a smoothing roller to'control the oil flow thereto. By this construction it is possible to heat either orbothV ends of each'- roller to either equal or unequal temperatures. The ends of eachroller, are provided with spiders 106 providedwithan extending hub by means of .which the roller is ventilated and supported within the side bars 91. l

The: end of each pipe 103 within a tank 101 is' downwardly eXtended,-opening near the bottom of the tank, so. that a siphoning of theoil from the tank is permitted to the burner nozzles 105 as clearly shown in Fig. 6. This construction insures a steady andl uninterrupted How of oil regardless of usual inequalities in road surface as a result of It will thus be seen from Fig. 5 that struction producing better results than prior known methods. In Fig. 11 is illustrated a transverse sectional view of a roadway as completed by heretofore known methods and from which it will be seen that substantially no bond is formed at 110 between the roadway base 111 andthe intermediate road layer 112, nor is there provided an effective bond 113 betweenA said intermediate layer and the top layer 114, By this is meant that the base has been graded by Scrapers .and then" rolled so that the' top surface thereof issub stantially smooth. The material of the intermediate layer was athen applied over this surface and raked'and/or rolled, with the ultimate result that yits upper surface likewise was comparatively smooth.

The rollers used in road construction have been of substantially tubular formation with .plane surface contacts between the .adjacent layers. It resulted therefore, upon continued traffic over such a constructedroad, that one layer would creepV-.Qover the underlying layer,"creating humpsand hollows to theend that the top layer 114 soonlb'ec'ame very thin in spots, and in fact wore entirely through..

In Fig. 12 is shown, onthe other hand, a transverse sectional view ofa'roadway. .as prepared in accordance with this invention, and with additional referencetoFig-f. 10 it will be evident that after the compressing disks of the apparatus above described have passed over the roadway basel 1 11, the top surface of said base'will not be-smooth but will be substantially corrugated as indicated at 115, it being understoodthat the smoothing rollers 90 of said apparatus will be raised by the hand wheels 97 out of effective contact withthe road. This is due to Athe fact that the advancing or forward compressing disks 60 will be forced, by the weight of the apparatus, down into the material of the base 111 of the road, putting a very substantial pressure on said material. immediately under each of the compressing disks 60. In the continued travel ofthe apparatus, the following compressing disks 70, which are-in -staggered relation with the forward disks,

com ressed under the grooves 71, the action of t e disks will only tend to compress the material. of said ridges to the same degree as the material under said grooves. The result is 'that the base material 1s given a certain amount of compression in spaced vertical planes by the forward disks, and a comression of less amount by the following 'sks in vertical lanes between said first mentioned planes, t us producing an irregular or corrugated surface as at 115.

The intermediate layer 112 is then applied over the base and subjected to the same rolling action with the result that the forward disks 60 place the material of said layer Under a certain compression which is followed by the compression of said material toa lesser degree by the following disks 70 and invertical planes intermediate the application of pressure b the forward disks. The a'paratus is o course rolled over the roa way alternately in opposite directions and in this continued application of pressure through the disks, the material of each layer is subjected to repeated pressures which tend to shift said material laterally as a result theree of. It will therefore be evident that the surface ofthe intermediate layer will also be corrugated when the top or finishing layer 114 is applied thereto.

This top layer is likewise subjected through the disks to compression by the apparatus alternately in parallel vertical planes, with` the result that the material of the intermediate layer which has received most compression, resulting in a groove, will receive the material of the top layer under pressure tending to force the material of the top layer downwardly into said groove. There is of course a limit tothe amount of pressure which can be applied in this direction and therefore the remaining pressure is laterally distributed, causing the material of the top layer to co-mingle, to a greater extent than heretofore known, with the material of the intermediate layer. The action of this compression will create a result similar to that obtained by raking the surface of the ground, then applying a thin layer of a different kind of soil thereover, and then drawing the teeth of the rake through the top soil except that by this invention there is provided a tremendous vertical pressure due to the vweight of the apparatus.

These results are particularl brought out in Figs. 13 to 15 where, by the method of shading employed in the drawing, the compression of the materials as well as the irregularities in the joints between the layers thereof is made clear. Referring to Fig. 14 it will be seen that the pressure applied by the disks 60 in forming the grooves 71 not only affects the material thereunder of the top layer, as indicated by the heavy shading at 120, but this ,pressure is transmitted downwardly to ishing surface the particles of the material of the intermediate layer therebel/ow, thus additionally or further compressing the same as indicated at 121. This results in an accentuation of the irregular or corrugated bond 116 to deepen the depressions of said corrugations as at 122. When the following disks 70 reach and work upon the ridges 72 between the grooves 71, the material will have become so compacted at 120 that the material under each ridge 72 can not be compressed to the same degree, since the compacted mass at 120 is too dense to yield sufficiently for this purpose.

It therefore results that the accentuated corrugated bond at 116 shown in Fig. 14 is slightly smoothed out but still remains quite lirregular as shown in Fig. 15. It is to be understood of course that`the same results are obtained at both 115 and 116 inasmuch as the Vsame method of, construction is employed. The ksmoothing rollers 90 are brought into use for action on the top layer of material to break down or flatten the upstanding ridges 72 while at the same time furnishing additional pressgure, and inthis respect it should be stated that these smoothing rollershave been found so effective in combination with the results accomplished with the gang disks above mentioned that it is not necessary to employ the usual heavy-duty road rollers to produce the smooth finish 117. The results obtained by this improved roller construction are a very irregular but -corrugated bond such as 116 between the adjacent layers which differs materially from the relatively plane bond such as 113 obtained by heretofore known methods, and a relatively smooth 'finon the top layer which grows smoother with traffic.

The effect of this improved method of construction is a mincing one, except that the materials of each layer are not entirely comingled. The disks, being separated and of not too great a width, are forced by the weight of the apparatus to a substantial depth into the road materials. Further no disk can drag due to the fact that not only are all the disks of one group keyed to a common shaft but the shaft of each group is directly connected to the engine, resulting in a true translation of weight in to pressure which is always directed vertically to the road materials. Therefore, no horizontal displacement of said material can' take place under construction except the relatively small amount thereof caused by the deflection of part of the verticall applied pressure, which only tends to more 'rmly compact said material.

In Figs. 6 and 8 it is to be particularly observed that each of the fingers 64 serving as Cleaners for the material collecting between the disks, are secured to their supportin rods 66 by the set screws or other clamping evice 65. This is for the purpose of permitting said fingers to be loosened on their shafts and swung to adjustable position either upwardly or downwardly between the disks. In other words, when this apparatus is being used on road material which has a tendency to cling to the sides of the disks4 such for eX- ample as clay or wet earth the cleaners will be placed in full operative position as shown in Fig. 6 but when the nature of the road material/is such that there is little or no adhesion of the same to the disks then said cleaners will be moved about their shafts to any desired position including entire disengagement with said disks. It has been found in practice that when the oil drip or lubricant is applied to the disks it is unnecessary to use the cleaning fingers as the oil or other lubricant will so affect the surface of the disks as to cause little or no adhesion of the road material thereto. Particularly is this the case when the apparatus is being used in bituminous road material at which time the lubricant ofthe disks is particularly advisab not to be confused with those in which spaced disks not directly driven are employed. In such heretofore known methods the results herein described are not possible due to the drag of each disk, whereas the apparatus here disclosed is designed to' over'come said ldrag by positively rotating each disk as it moves along the road. When a disk apparatus, not so powered as this apparatus, is used there is a very-considerable amount of friction to be overcome This method is which causes each disk to be bodily moved longitudinally of the road which pulls the material being worked and does not positively compress the same. This apparatus on the other hand longitudinally but creates a downward pressure on the same which starts the moment that the disks come into contact therewith.

Neither is this method to be confused with those wherein an apparatus is used having spaced disks not keyed to their supporting shaft, or disks which are permitted bodily movement vertically to compensate for resisting pressures from the road material. lVhen the disks are not keyed to their shafts, the longitudinal body movement thereof. above described, is more pronounced as will be evident. Disks designed for resisting pressure compensation are most unsatisfactory as they are permitted to rise bodily out of axial alignment with their companion disks as a result of which the road material as a whole is not given the degree of compression which it should receive. Also with these last named disks it is not possible to give to said material a uniformity of mass with the result that soft spots are left in said material which soon cause uneven traffic wear with subsequent breaking and necessary repairs at said spots. The apparatus herein described overdoes not move the materialv comes these diiiculties and objections by keying all of the disks to a common shaft so that each receives the same rotating driving force which is delivered to both ends ot' said shaft. Further, since none of the disks of this improved apparatus can be moved from axial alignment with their companion disks theY road material is given uniformity of comparted m'ass and hence no possible formation of soft spots, resulting in a much rmer road. requiring minimum upkeep and repair.

In Fig. 5 is shown a modification in construction of the smoothing roller. wherein coaxial cylinders 13() and 131 of different diameters are employed to create a chamber' 132 therebetween which may be substantially filled with sand as through a filler opening adapted to be closed by .a plug 133 in the web portion of the spider 134. Heat from the burner 105 will be transmitted through the inner shell or cylinder 131 to the sand, which vwill uniformly retain said heat over a relatively long period of time, as a consequence of which the consumption of fuel oil by the burner may be materially lessened` as will be readily understood. The space 132 may be of any desired dimension, practical results having been obtained with a spacing of two inches.

From the foregoing it will thus be seen that by this invention there is provided a method of constructing a road having uniform mass compression which consists in working each layer to positively compact the particles thereof as well as to co-mingle the particles of two adjacent layers at the joint therebetween so that there is created a bond between said tw o adjacent layers which willprevent a creeping of the upper layer over the lower layer iuider traffic conditions. This bond is created while working the upper layer and said' bond is of substantial corrugations transversely of the road. The pressure is positively applied b v this method to the road materials and in successive steps by the two groups of compressing disks in such manner that the second pressure is applied to the particles of the material between the particles of the material which had been compressed by the first group oi' disks .so that it can be truly stated that the prcs-ures are applied in spaced planes successively. The rollers used in conjunction with the coinpressing disks apply additional pressure. which may be varied through the medium of the lever extensions of the side supporting` frames thereof, to the topmost layer, and

vsaid additional pressure is applied together with heat.

The above mentioned steps of the method are accomplished through an apparatus having in combination a frame supported b v` two axles, a source of power carried b v said frame, positive drive. connections between said source of power and the ends of each propelling means for the apparatus said 'disks being adapted to rotate with each axle and supporting the same, the disks of one axle being staggeredwith respect to the disks of the other axle, adjustable cleaners for said disks, means for steering the apparatus, and means to lock said axles in parallelism. The descriptions of the apparatus above given clearly bring out these elements. It is particularly to be observed that the forward axle `56 is rotatably associated with the chassis while the rear axle 33 is unrotatably associated therewith, and that the means for positively transmitting power from the engine on the chassis to each of the axles includes a means for transmitting the power to the front axle including the vertical power shaft 42 which serves as a king pin to permit the rotatable relation between the chassis and the forward axle 56. The apparatus is provided with interchangeable means to prevent the road-material from adhering to the compressing disks said means including the fingers 64 and the lubricant supply from the tanks 75 and 84.

It is obvious that those skilled in the art may vary the details of construction constituting the apparatus as well as the steps constituting the method without departing from the sp'irit of the invention and therefore it is not desired to be limited to the foregoing except as may be demanded by the claims. y

What is claimed is 1. The method of constructing a-road having uniform' mass compression which consists in working eachlayer to positively compact the particles thereof; and creating a corrugated bond between two adjacent layers While working the upper layerA by alternate compressions applied substantially simultaneously to prevent creeping of a layer over the one therebeneath under trailicconditions. e v

2. The method of constructing a road made up of layers of different materials which consists in positively applying to the particles of the material of each layer successive and substantially simultaneous alternate pressures, the pressures applied to a superposed layer causing the particles thereof Yto create a transversely corrugated bond with the particles of the adjacentv supporting layer.

3. The method of constructing a road made up of layers of different materials which consists in positively applying pressure to some of the particles of the material of eacli layer in spaced planes, and successively and po'siti.vely applying pressure to the other of said particles iii planes between said first named planes, the pressures applied to a superposed layer causing the particies thereof to create a comingling transversely corrugated bond with the particles of the adjacent supporting layer.

' with the particles to rotate with each axle 4. The method of constructing a road made up of layers of different materials which consists in positively applying successively to the particles of the nate and substantially simultaneous pressures,.the pressures applied to a superposed layer causing the particles thereof to create a transversely corrugated bond with the particles of the adjacent supporting layer.

and the compacted material as removed.

5'. The method of constructing a road made up of layers of diiierent materials which consists in positively applying to the particles of the material of each layer successive alternate pressures, `the pressures applied to a superposed layer causing the particles thereof to create a transversely corrugated bond with the particles of the adjacent supporting layer; and substantially simultaneously applying additional pressure to the topmost layer.

6. The method of constructing a road made up of layers of different materials which consists in positively applying to the particles of the material of each layer successive alternate pressures, the pressures applied to a superposed layer causing the particles tb ereof to create a transversely corrugated bond of the adjacent supportpreventing a vertical displacecompacted material as the presprcventing a vertical displacement of the pressures are ing layer; ment of the sures are removed; and applying variable additional pressure together with heat to the topmost layer.

7. A road rolling apparatus having in combination a frame supported by two axles; a source of power carried by said frame; positive drive connections between said source of power and each axle; a plurality of spaced disks adapted to rotate with each axle and supporting the same; means for steering said apparatus; and means t0 lock said axles in parallelism.

8. A road rolling apparatus having in combination a frame supported by two axles; a source of power carried by said frame; positive drive connections between said source of power and the ends of each axle; a plurality of spaced disks constituting propellin means for the apparatus said disks adapte and supporting the same; adjustable cleaners for said disks; and means for steering said apparatus.

9.An apparatus for compacting the materials of roads under construction the same including a group of spaced compressing disks mounted for rotation with a`common axle; a second group of spaced compressing disks mounted for rotation with another common axle; a chassis unrotatably associated with the axle of said second group but rotatably associated with the axle of said first material of each layer altermentioned group of disks, the disks of said first and second groups adapted to lie in alternate vertical planes whe'n their axles are parallel; means to secure said axles-in parallel relation; means to move the axle of the first group out of parallel relation with the other axle; and means to positively transmit power from a source located on said chassis to each of said axles regardless of their positions.

10. An apparatus for compacting the materials of roads under construction the same including a group of spaced compressing disks mounted for rotation with a common axle; a second group of spaced compressing disks mounted for rotation with another common axle; a chassis unrotatably associated with the axle of said second group but rotatably associated with the axle of' said first mentioned group of disks, the disks ot' said first and second groups adapted to lie in alternate vertical planes when their axles are parallel; means to secure said axles in parallel relation; means to move the axle of the first group out of parallel relation with the other axle; and means to positively transmit power from a source located on said chassis to each of said axles regardless of their positions said means including means to permit said rotatable relation between said chassis and said rst namedaxle.

11. An apparatus for compacting the materials of roads under construction the same including a group of spaced compressing disks mounted for rotation with a common axle; a second group of spaced compressing disks mounted for rotation with another common axle; a chassis unrotatably associated with the axle of said second group but rotatably associated with the axle of said first mentioned group of disks, the disks of said first and second groups adapted to lie in alternate vertical planes when their axles are arallel; means to secure said axles in paralel relation means to move the axle of the first group out of parallel relation with the other axle; and means to positively transmit power from a source located on said chassis to each of said axles regardless of their positions said means including means comprising a vertical power shaft serving as a kingpin to permit said rotatable relation between said chassis and said first named axle.

12. An apparatus for compacting the materials of roads under construction the same including a group of spaced compressing disks mounted for rotation with a common axle; afsecond group of spaced compressing disks mounted for rotation with another common axle; a chassis unrotatably associated with the axle of said second group but rotatably associated with the axle of said first mentioned group of disks7 the disks of said first and second groups adapted to lie in alternate Vertical planes when their axles are parallel; means to secure said axles in parallel relation; 

